Bicycle suspension

ABSTRACT

A computer controlled suspension system is provided for a bicycle, which can effectively absorb shock and provide stability on rough surfaces regardless of the speed of the vehicle. The suspension system has a control unit, a front suspension, a rear suspension, a front wheel terrain sensor, and a rear controller. The rear suspension is selectively adjustable by the control unit to change stiffness of the rear suspension. When the front suspension hits a bump or a depression in the surface of the ground, a signal is sent to the rear controller so that the rear suspension can react appropriately. In one embodiment, a pedaling torque sensor is operatively coupled to the control unit to input a signal that is indicative of pedaling force, and the rear controller adjusts stiffness of the rear suspension in response to the pedaling force via the control unit. In another embodiment, one or more gear position sensors are operatively coupled to the control unit to input a signal that is indicative of gear position, and the rear controller adjusts stiffness of the rear suspension in response to the gear position force via the control unit. A locking mechanism is provided to operatively coupled to selectively lock the rear suspension in a compressed condition. The front and rear suspension preferably uses at least cylinder with a coil spring and a compressible material located between individual turns of the coil spring.

CROSS-REFERENCE TO RELATED APPLICATION

[0001] This application claims the benefit of U.S. Provisional PatentApplication Serial No. 60/175,964, filed Jan. 13, 2000. The entiredisclosure of U.S. Provisional Patent Application Serial No. 60/175,964is hereby incorporated herein by reference.

BACKGROUND OF THE INVENTION

[0002] 1. Field of the Invention

[0003] This invention generally relates to suspension systems. Morespecifically, one aspect of the present invention relates to computercontrolled suspension systems for a bicycle.

[0004] 2. Background Information

[0005] Various forms of suspension systems have been developed forvehicles in general and bicycles in particular. Bicycles, especiallymountain bikes (MTB) and all terrain bikes (ATB), have been outfittedwith front and/or rear suspension assemblies and systems to absorb theshock that would have been transmitted to the rider when riding on arough road. These suspension assemblies range from very simple to verycomplex.

[0006] These suspension assemblies and systems, however, have beenunable to suppress adequately the bucking action that often occurs whena rider traverses a bump or dip. This bucking effect is more pronouncedat higher speeds, often resulting in the rider losing control and/orbeing thrown from the bicycle. The reason for this problem is that therehas not been an efficient way to vary the rigidity of the suspensionsystem while the bicycle is in motion.

[0007] Examples of some prior art bicycles utilizing rear suspensionassemblies are disclosed in the following U.S. Pat. Nos.: 5,445,401 toBradbury; 5,470,090 to Stewart et al.; 5,509,677 to Bradbury; 5,586,780to Klein et al.; 5,597,169 to Bradbury; 5,921,572 to Bard et al.;5,924,714 to Farris et al.; 6,050,583 to Bohn; and 6,095,541 to Turneret al.

[0008] Vehicle suspension assemblies and systems often react to theweight of the operator by being compressed. In other words, the centerof gravity is lowered when the operator mounts or enters the vehicle.Similarly, the center of gravity is raised when operator dismounts orexits the vehicle. Such variations in height can make mounting anddismounting or entering and exiting difficult.

[0009] In view of the above, there exists a need for bicycle suspensionsystems which overcome the above mentioned problems in the prior art.This invention addresses this need in the prior art as well as otherneeds, which will become apparent to those skilled in the art from thisdisclosure.

SUMMARY OF THE INVENTION

[0010] One object of the present invention is to provide a computercontrolled suspension system for a vehicle, preferably a bicycle, whichcan effectively absorb shock and provide stability on rough surfacesregardless of the speed of the vehicle.

[0011] Another object of the present invention is to provide a computercontrolled suspension system for a vehicle, preferably a bicycle thatcan effectively absorb shock and provide stability on rough inclinedsurfaces.

[0012] Another object of the present invention is to provide an activecontrolled suspension for a vehicle, preferably a bicycle, which canadapt to various road conditions, e.g., smooth, rough, incline,declines, etc., without compromising handling or efficiency.

[0013] Still another object of the present invention is to provide asuspension system for a vehicle, preferably a bicycle, which has avariable damper to allow the vehicle to adapt better to differentterrains and slopes.

[0014] Another object of the present invention is to provide a dampeningmechanism for a vehicle, preferably a bicycle, that includes a coilspring and elastomer that will produce a higher spring constant.

[0015] Yet another object of the present invention is to provide asuspension system that allows the vehicle, preferably a bicycle, tomaintain a fixed height regardless of the weight or force borne by thevehicle at rest.

[0016] In accordance with certain aspects of the present invention, abicycle suspension system is provided that comprises a control unit, afront suspension, a rear suspension, a front wheel terrain sensor, and arear controller. The control unit is coupled to the bicycle frame. Thefront suspension is configured to be coupled between the bicycle frameand the front wheel such that the front wheel is movable relative to thebicycle frame in response to a shock applied to the front wheel. Therear suspension is configured to be coupled between the bicycle frameand the rear wheel such that the rear wheel is movable relative to theframe in response to a shock applied the rear wheel. The rear suspensionis selectively adjustable by the control unit to change stiffness of therear suspension. The front wheel terrain sensor is operatively coupledto the control unit to input a first signal that is indicative of anamount of compression or expansion of the front suspension. The rearcontroller is operatively connected to the rear suspension and thecontrol unit so that the control unit adjusts stiffness of the rearsuspension in response to the amount of compression or expansion of thefront suspension.

[0017] In accordance with certain aspects of the present invention, abicycle is equipped with a front suspension and rear suspension. Thevehicle has at least one front and at least one rear tire. The dampeningfactor, i.e. the rigidity, of the rear suspension is controlled by thefront suspension. When encountering a protrusion or depression the frontsuspension is compressed or expanded accordingly. The amount ofcompression or expansion can then be related to the rear suspension viaa computer or through a manual apparatus. The computer or manualapparatus adjusts the rigidity of the rear suspension upward or downwardas needed. The adjustment happens at a time determined by the speed ofthe vehicle, weight distribution, the size of the protrusion ordepression, the force at which the vehicle impacted the protrusion ordepression, and the distance between the front and rear suspensions andtires. If, however, no protrusions or depressions are encountered thefront and rear suspensions remain essentially fixed, providing superiorhandling for the operator.

[0018] The dampening factor is preferably adjusted by a computer ormanually according to the riding conditions. For example, if an operatoris pedaling a bicycle uphill, the slope, weight distribution, and cranktorque contribute to placing more pressure on the rear tire. Similarly,if an operator is pedaling downhill, the above mentioned factorscontribute to placing more pressure on the front tire. If the suspensionis soft then a loss of control can result. The suspension system of thepresent invention would automatically stiffen when the grade of the hillexceeds 5%. Furthermore, when braking suddenly, force and weightdistributions sometimes tend to shift forward due to momentum. Thedampening mechanism of the present invention would adjust for suddenbraking by stiffening suspension system, thus giving the operatorgreater control. Similarly, when the operator is accelerating, theweight distribution tends to shift rearward. A soft suspension would notbe ideal in these situations because the rear wheel would tend to drop,making the efforts of the operator less efficient. The dampeningmechanism of the present invention would compensate for this bystiffening the suspension system when the chain tension exceeds 50 kgs.While riding at slow speeds a soft suspension system is not preferred.The suspension system of the present invention would stiffen at speedsunder 8 km/h.

[0019] Some of the above mentioned aspects of the present invention canbe attained by a bicycle suspension system that comprises a controlunit, a suspension, a bicycle driving sensor and a controller. Thesuspension is configured to be coupled between first and second parts ofa bicycle that are movable relative to each other in response to a shockapplied to the bicycle. The suspension is selectively adjustable by thecontrol unit to change stiffness of the suspension. The bicycle drivingsensor operatively coupled to the control unit to input a first signalthat is indicative of bicycle driving force. The controller isoperatively connected to the suspension and the control unit so that thecontrol unit adjusts stiffness of the suspension in response to thebicycle driving force.

[0020] Some of the above mentioned aspects of the present invention canbe attained by a bicycle suspension system that comprises a controlunit, a suspension, a bicycle driving sensor, a controller and avelocity sensor. The suspension is configured to be coupled betweenfirst and second parts of a bicycle that are movable relative to eachother in response to a shock applied to the bicycle. The suspension isselectively adjustable by the control unit to change stiffness of thesuspension. The bicycle driving sensor operatively coupled to thecontrol unit to input a first signal that is indicative of bicycledriving force. The controller is operatively connected to the suspensionand the control unit so that the control unit adjusts stiffness of thesuspension in response to the bicycle driving force. The velocity sensoris operatively coupled to the control unit to input a second signal thatis indicative of forward velocity.

[0021] Bicycles with multiple sprockets for changing gears can performbetter with suspension systems that have variable firmness. A typicalmulti-sprocket bicycle has two front sprockets one larger than the otherand several rear sprockets of varying diameters. To maximize pedalingefficiency, the suspension system of the present invention would stiffenwhen the smaller front sprocket is used. The suspension system of thepresent invention would also stiffen when the larger front sprocket isused and either of the two largest rear sprockets are also used.

[0022] This aspect of the present invention can be attained by a bicyclesuspension system that comprises a control unit, a suspension, a firstgear position sensor and a controller. The suspension is configured tobe coupled between first and second parts of a bicycle that are movablerelative to each other in response to a shock applied to the bicycle.The suspension is selectively adjustable by the control unit to changestiffness of the suspension. The first gear position sensor isoperatively coupled to the control unit to input a first signal that isindicative of gear position. The controller is operatively connected tothe suspension and the control unit so that the control unit adjustsstiffness of the rear suspension in response to the gear position.

[0023] In accordance with certain aspects of the present invention, abicycle, is equipped with a front suspension and a rear suspension. Thevehicle has at least one front and one rear tire. The dampening factor,i.e. the rigidity, of the rear suspension is controlled by the frontsuspension. When encountering a protrusion or depression on an inclineor decline the front suspension is compressed or expanded accordingly.The amount of compression or expansion can then be related to the rearsuspension via a computer. The computer adjusts the rigidity of the rearsuspension upward or downward as needed. The adjustment happens at atime determined by the speed of the vehicle, the size of the protrusionor depression, the force at which the vehicle impacted the protrusion ordepression, and the distance between the front and rear suspensions andtires. The adjustment of the rear suspension also depends upon weightdistribution of the operator, slope of the incline or decline, cranktorque, and gear combination.

[0024] In accordance with certain aspects of the present invention, adampening mechanism includes a coil spring assembly. The coil springassembly has a coil spring and an elastomer to produce a higher springconstant. The elastomer can be placed directly on the coil spring as acoating creating an elastomer coated coil spring. Depending on thecross-sectional shape of the elastomer coated coil spring, the wirediameter or thickness of the coil spring assembly would increase. Thegap between the coils would decrease, accordingly. Therefore, theelastomer coated coil spring cannot be compressed as much as the samecoil spring were it not coated. Thus, the elastomer coated coil springhas an increased spring constant.

[0025] In accordance with certain aspects of the present invention, adampening mechanism includes a coil spring and an elastomer to produce ahigher spring constant. The elastomer is placed between the gaps of thecoils of the coil spring in any number of ways. The elastomer can befashioned like a coil spring so that when compressed there would be noor very little space from the center to the outer periphery. Theelastomer can be fashioned like a ladder with rings acting as the ladderrungs and sidepieces. Alternatively, the elastomer can be fashioned likea ladder with rings and only one sidepiece. The elastomer can beassembled with the coil spring so that the elastomer rings or coils fitbetween the coils of the coil spring. With the elastomer rings or coilsfixed between the coil gaps of the coil spring, the coil spring cannotbe compressed as much were the elastomer not present. Thus, the coilspring with an elastomer fixed between the coils of the coil spring hasan increased spring constant.

[0026] In accordance with certain aspects of the present invention, abicycle is provided suspension unit that comprises a cylinder, a pistonand a dampening mechanism. The cylinder has a first mounting portion anda chamber with an opening and an abutment. The piston having a first endportion movably coupled in the chamber of the cylinder and a secondmounting portion. The dampening mechanism is positioned within thechamber between the abutment and the piston, the dampening mechanismincluding a coil spring and a compressible material located betweenindividual turns of the coil spring.

[0027] In accordance with certain aspects of the present invention, abicycle has a suspension system that allows the vehicle to maintain afixed height regardless of the weight or force borne by the vehicle atrest. By way of a computer or manually controlled fluid or mechanicallock, the vehicle maintains a fixed height. Usually when an operatormounts a bicycle with a conventional suspension system, the height ofthe bicycle decreases due to the compression of the suspension systemcaused by the weight of the operator. Often the operator must dismountor straddle the bicycle, e.g., at a stoplight, the conventionalsuspension system decompresses increasing the height of the bicycle.This can make mounting and dismounting difficult. The suspension systemof the present invention has a damper mechanism that allows the heightof the vehicle, preferably a bicycle, to remain fixed when mounting ordismounting. When an operator mounts the bike, the damper mechanism ofthe suspension system compensates for his or her weight. When theoperator dismounts the fluid or mechanical lock, either manually or by acomputer, locks the damper mechanism in place so that it will notdecompress and elevate the height of the vehicle. The constant heightallows for easier and more efficient mounting and dismounting.

[0028] In accordance with certain aspects of the present invention, abicycle is provided suspension system that comprises a control unit, arear suspension and a locking mechanism. The rear suspension has acylinder with a first mounting portion and a chamber with an opening andan abutment, and a piston with a first end portion movably coupled inthe chamber of the cylinder and a second mounting portion. The lockingmechanism is operatively coupled to the rear suspension to selectivelylock the piston and the cylinder in a compressed condition when mountedon a bicycle, the locking mechanism being moved between an unlockedposition and a locked position by the control unit.

[0029] These and other objects, features, aspects and advantages of thepresent invention will become apparent to those skilled in the art fromthe following detailed description, which, taken in conjunction with theannexed drawings, discloses a preferred embodiment of the presentinvention.

BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Referring now to the attached drawings which form a part of thisoriginal disclosure:

[0031]FIG. 1 is an elevational view of a bicycle having front and rearsuspension assemblies in accordance with one embodiment of the presentinvention with the front suspension assembly compressed;

[0032]FIG. 2 is an elevational view of the bicycle with the front andrear suspension assemblies illustrated in FIG. 1 with the frontsuspension assembly extended;

[0033]FIG. 3 is a block diagram illustrating a suspension controlassembly for controlling the front and rear suspension assemblies;

[0034]FIG. 4 is a cross-sectional view of one of the front cylinders forthe front suspension assembly in accordance with the present invention;

[0035]FIG. 5 is a cross-sectional view of a rear cylinder for the rearsuspension assembly in accordance with the present invention;

[0036]FIG. 6 is a diagrammatic illustration of a hub dynamo for eitherthe front or rear hubs of the bicycle in accordance with the presentinvention;

[0037]FIG. 7 is a diagrammatic view of the hub dynamo illustrated inFIG. 6 in accordance with the present invention;

[0038]FIG. 8 is a cross-sectional view of the bottom bracket of thebicycle illustrated in FIG. 1 to illustrate pressure sensors utilized todetermine the pedaling force;

[0039]FIG. 9 is a partial perspective view of a portion of the bicycleillustrated in FIG. 1, which illustrates a pedal force sensor and acrank force sensor;

[0040]FIG. 10 is a schematic elevational view of the drive train for thebicycle illustrated in FIG. 1, which shows the chain tension sensor;

[0041]FIG. 11 is a partial top plan view of the bicycle illustrated inFIG. 1 to show the computer display module, the gear position sensorsand the magnetic wheel speed or forward velocity sensor;

[0042]FIG. 12 is a schematic diagram of the drive train for the bicycleof FIG. 1;

[0043]FIG. 13 is a partial elevational view of the fluid conduitconnecting the front and rear suspension assemblies with the valve inthe closed position;

[0044]FIG. 14 is an end elevational view of the portion of the fluidconduit illustrated in FIG. 13 with the control valve in the closedposition;

[0045]FIG. 15 is a side elevational view of the portion of the fluidconduit illustrated in FIGS. 13 and 14 with the control valve in theopen position;

[0046]FIG. 16 is an end elevational view of the portion of the fluidconduit illustrated in FIG. 15 with the control valve in the openposition;

[0047]FIG. 17 is a partial elevational view of the bicycle illustratedin FIG. 1 with a mechanical lock being coupled thereto in accordancewith another aspect of the present invention;

[0048]FIG. 18 is a partial cross-sectional view of the inner tubularmember with a coil-shaped compressible member or material locatedbetween the turns of the coil spring for use with the front and rearsuspension assemblies illustrated in FIGS. 1 and 2 in accordance withanother aspect of the present invention;

[0049]FIG. 19 is a partial cross-sectional view of a coil spring andcompressible member illustrated in FIG. 18 as viewed along section line19-19 of FIG. 18;

[0050]FIG. 20 is a partial cross-sectional view of the coil spring andcompressible member illustrated in FIGS. 18 and 19 as viewed alongsection line 19-19 of FIG. 18 after being compressed;

[0051]FIG. 21 is a partial cross-sectional view of the inner tubularmember and coil spring with an alternate embodiment of a compressiblemember or material located between the turns of the coils spring for usewith the front and rear suspension assemblies illustrated in FIGS. 1 and2;

[0052]FIG. 22 is a partial cross-sectional view of the coil spring andcompressible member illustrated in FIG. 21 as viewed along section line22-22 of FIG. 21;

[0053]FIG. 23 is a partial cross-sectional view of the coil spring andcompressible member illustrated in FIGS. 21 and 22 as viewed alongsection line 22-22 of FIG. 21 after being compressed;

[0054]FIG. 24 is a partial cross-sectional view of the inner tubularmember having an alternate embodiment of a coil spring with anelastomeric coating of compressible material on the turns of the coilspring for use with the front and rear suspension assemblies illustratedin FIGS. 1 and 2; and

[0055]FIG. 25 is a partial cross-sectional view of the coated coilspring illustrated in FIG. 24 as viewed along section line 25-25 of FIG.24 before compression.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0056] Referring initially to FIGS. 1 and 2, a bicycle 10 isillustrated, which has a frame 12 with a front suspension assembly 14, arear suspension assembly 16 and a computer or control unit 18 inaccordance with the present invention.

[0057] The control unit 18 can be installed internally or externally ofa part of the bicycle 10. The control unit 18 is preferably a smallconventional computer device with a CPU that is operatively connected tothe front and rear suspension assemblies 14 and 16, respectively forindividually controlling their sniffinesses. When the front tire hits abump or a depression in the surface of the ground, the front suspensionassembly 14 reacts and a signal is sent to the control unit 18 to adjustrear suspension assembly 16 so that the rear suspension assembly 16 canreact appropriately,

[0058] The bicycle 10 further includes a rear wheel 19 rotatably coupledabout rear hub 19 a, a front wheel 20 rotatably coupled about front hub20 a and a drive terrain assembly 22 for propelling bicycle 10. Driveterrain assembly 22 basically includes a bottom bracket 23, a pair offront chain rings or sprockets 24 and 25, a pair of crank arms 26 withpedals 27, a drive chain 28 and a plurality of rear sprockets 31-35coupled to rear hub 19 a of rear wheel 19 in a conventional manner.Since these parts of bicycle 10 are well known in the art, these partswill not be discussed or illustrated in detail herein, except as theyare modified to be used in conjunction with the present invention.Moreover, various conventional bicycle parts such as brakes,derailleurs, additional sprocket, etc., which are not illustrated and/ordiscussed herein, can be used in conjunction with the present invention.

[0059] Specifically, as a rider or operator (not shown) navigates a bumpA, the front suspension assembly 14 is compressed accordingly inreaction to the force exerted on the front tire from the bump as shownin FIG. 1. The degree to which the front suspension assembly 14compresses depends on several factors or parameters. These factorsinclude the weight and weight distribution of the operator, the speed ofthe bicycle 10, the height of the bump A, and the incline or decline ofthe road or path of which the bump is part.

[0060] Considering the above variables for the computer controlledsuspension along with a current torque and gear selection of the bicycle10, the control unit 18 selectively transmits electrical signals to thefront and rear suspension assemblies 14 and 16 to control theirstiffnesses. The front and rear suspension assemblies 14 and 16 willeither stiffen or soften accordingly based on the signals received fromthe control unit 18. A battery or generator 21 is preferably used tosupply electrical power to the control unit 18.

[0061] The rear suspension assembly 16 responds to the signal inaccordance with the speed of the bicycle 10 and a determined distance Bbetween the front and rear tires of the bicycle 10. The control unit 18calculates a response time in part by the distance B between the frontand rear tires of the bicycle 10 at rest and the amount of expansionand/or compression of the front suspension assembly 14. Thus, the rearsuspension assembly 16 responds at the appropriate time with theappropriate resistance as controlled by the control unit 18.

[0062] Preferably, the stiffness of the rear suspension assembly 16 ismade softer by the control unit 18 when the vertical accelerationexceeds approximately 0.5 G. The stiffness of the rear suspensionassembly 16 is made stiffer by the control unit 18 when the horizontalacceleration exceeds approximately 1.0 G. The stiffness of the frontsuspension assembly 14 is also made stiffer by the control unit 18 whenthe horizontal acceleration exceeds approximately 1.0 G. The stiffnessesof the front and rear suspension assemblies 14 and 16 are also madestiffer by the control unit 18 when the control unit 18 calculates aforward inclination of approximately five percent from horizontal. Thestiffness of the rear suspension assembly 16 is also made stiffer by thecontrol unit 18 when the control unit 18 calculates a chain tensionexceeding 50 kgs and/or a horizontal velocity under 8 km/h. If the crankrevolution is 0 to 30 rpm, then the rear suspension assembly 16 issoften by the control unit 18. If the crank revolution exceeds 30 rpm,then the rear suspension assembly 16 is stiffened by the control unit18.

[0063] The control unit 18 utilizes a plurality of sensors 41-45 todetermine when to electronically adjust the front and/or rear suspensionassemblies 14 and 16 in response to various factors or conditions.Preferably, the sensors 41-45 for this embodiment include a front wheelterrain sensor 41, a velocity sensor 42, one or more bicycling drivingsensors 43, 43′, 43″ or 43′″ and a pair of gear position sensors 44 and45. These sensors 41-45 are electrically coupled to the control unit 18by electrical wires in a conventional manner for inputting variouselectrical signals, which are indicative of certain conditions. Thesignals from the sensors 41-45 are preferably electrical signals thatare utilized by the control unit 18 to calculate various conditionsaffecting the bicycle 10. Of course, more or other types of sensors canbe used as necessary depending on the type of suspension assemblies usedand/or the factors/conditions desired for adjusting the stiffness of thesuspension assemblies 14 and 16. The control unit 18 can be connected toadditional sensors located on other parts of the bicycle to sense otherriding factors.

[0064] Preferably, the control unit 18 is programmable either by therider or by the bicycle manufacturer such that the stiffness of thefront and rear suspension assemblies 14 and 16 will be adjusted based onone or more of the various parameters that have been sensed andcalculated. In other words, the amount of stiffness can be modifiedbased on one or more of the above mentioned parameters. Moreover, it iswithin the scope of this invention for the rider to program whichvariables will increase of decrease the stiffness of the suspensionassemblies.

[0065] Similarly, in FIG. 2, if the operator attempts to navigate adepression C, the front suspension assembly 14 expands in reaction tothe depression C. The degree to which the front suspension assembly 14expands depends on several factors or parameters. These factors includethe weight and weight distribution of the operator, the speed of thebicycle 10, the height of the bump A, and the incline or decline of theroad or path of which the bump is part. The front wheel terrain sensor41 is provided for measuring these factors or conditions. Of course,more than two sensors may be provided as necessary depending on the typeof front wheel terrain sensor 41 utilized in controlling the suspensionassembly and the factors/conditions desired to computer control thesuspension assembly.

[0066] The front wheel terrain sensor 41 is electrically coupled tocontrol unit 18 to input a signal that is indicative of the amount ofcompression and/or expansion of the front suspension assembly 14.Preferably, this front wheel terrain sensor 41 is an accelerometer thatcan be utilized to determine a plurality of conditions, includingforward velocity, tilt, horizontal acceleration and verticalacceleration of the bicycle. Preferably, the accelerometer is a biaxialaccelerometer that operates along two axes disposed substantiallyperpendicular to one another. One of the axes of the accelerometer isoriented substantially horizontally, i.e., parallel to the forwarddirection of travel of bicycle 10. The other axis of the accelerometeris oriented substantially vertically. The biaxial accelerometer measuresforward velocity and tilt of the bicycle along the horizontal axis,while vertical acceleration of the bicycle 10 is measured along thevertical axis. The measurements of the accelerometer are combined toproduce the input signal representative thereof. The input signalpreferably includes a DC signal and an AC signal. The tilt of thebicycle 10 is preferably determined by variations in the DC signalcompared to the gravitational vector. The control unit 18 performs theelectrical calculation to determine the amount of tilt. The forwardvelocity is determined by the control unit 18 using an integration ofthe acceleration in the horizontal direction. The vertical accelerationis also determined by the control unit 18 which utilizes directmeasurement of the AC signal aptitude in the vertical direction. Thevertical acceleration of the bicycle 10 indicates the degree ofcompression and expansion of the front suspension assembly 16.

[0067] Preferably, a separate velocity sensor 42 is utilized todetermine the forward velocity. Of course, the forward velocity can beobtained from the measurements of the front wheel terrain sensor 41 ifan accelerometer is used. This velocity sensor 42 utilizes a magnet 46attached to a spoke of the front wheel 20 as seen in FIG. 1. Thevelocity sensor 42 is a device that senses the magnet 46 for determiningthe revolutions per minute of the wheel 20.

[0068] As seen in FIGS. 6 and 7, in the case where the front hub 20 ahas the velocity sensor 42′, the front hub 20 a is formed as hub dynamogenerates AC voltage that is indicative of forward velocity. Morespecifically, the housing of the front hub 20 a has a plurality ofcircumferentially spaced apart magnets 46′ that are located adjacent tothe stator yoke 47′ of the front hub 20 a. Thus, the magnets 46′ and thestator yoke 47′ of the front hub 20 a form the velocity sensor 42′,which sends AC voltage as a speed signal. The AC voltage from thevelocity sensor 42′ indicates the revolutions per unit of time of thefront hub 20 a by sensing how often the plus pole and minus pole changedper time. Thus, the control unit 18 utilizes AC voltage for calculatingforward velocity of bicycle 10.

[0069] Alternatively, a crank speed sensor 42″ can be used to determinedthe revolutions per minute of the crank. As seen in FIG. 8, the crankspeed sensor 42″ is mounted to a portion of main frame 12 a and a magnet46″ is mounted to one of the crank arms 26 for measuring revolutions perunit of time of the crank arm 26. If the crank revolution is 0 to 30rpm, then the rear suspension assembly 16 is soften by the control unit18. If the crank revolution exceeds 30 rpm, then at least the rearsuspension assembly 16 is stiffened by the control unit 18.

[0070] As seen in FIGS. 8-10, four different types of driving sensors43, 43′, 43″ and 43′″ are illustrated for providing information on theamount of driving force or torque being transmitted by the rider to thebicycle 10. The bicycle driving sensors 43, 43′, 43″ and 43′″ can all beused together or only one of these sensors could be utilized forcontrolling the stiffnesses of the front and rear suspension assemblies14 and 16. In other words, the control unit 18 can be programmed toreceive electrical signals from each of the sensors 43, 43′, 43″ and43′″, and then determine the desired stiffnesses of the front and rearsuspension assemblies 14 and 16. It will be apparent to those skilled inthe art from this disclosure that the precise programming for thestiffnesses of the front and rear suspension assemblies 14 and 16 willvary depending upon the rider's skill and/or the type of riding.

[0071] As seen in FIG. 8, the bicycle driving sensor 43 is preferably apedaling torque sensor that utilizes a plurality of pressure sensors 43a that are disposed at various circumferential positions within thebottom bracket housing. The precise construction of the bicycle drivingsensor 43 is not important to the present invention.

[0072] As seen in FIG. 9, the main bicycle frame 12 a is provided with atelemeter 48 that is electrically connected to control unit 18 forreceiving electrical signals transmitted from telemeters 48′ and 48″.The telemeter 48′ is electrically coupled to a strain gauge 49′ that ismounted on the pedal crank arm 26 of the bicycle 10, while the telemeter48″ is electrically connected to a strain gauge 49″ that is mounted onthe pedal 27. The telemeters 48′ and 48″ receive electrical data orsignals that are indicative of the force and/or torque being applied tothe crank arm 26 and the pedal 27, respectively, by the pedaling actionof the rider. Telemeters 48′ and 48″ then send or transfer the data orsignals to telemeter 48, which in turn transfers the data or signal tocontrol unit 18. Thus, telemeter 48′ and strain gauge 49′ form the crankforce or torque sensor 43′, while the telemeter 48″ and strain gauge 49″form the pedaling force sensor 43″.

[0073] As seen in FIG. 10, the bicycle driving sensor 43′″ is a chaintension sensor having a tension sensing arm 43 a′″ with a pair oftensioning rollers 43 b′″ at each end. The tension sensing arm 43 a′″ iscoupled to the rear frame 12 b for pivotal movement. The tension sensingarm 43 a′″ is biased by a spring (not shown) such that the rollers 43b′″ contact the chain 28 on opposite sides so as to cause the chain 28to bend partially around each of the rollers 43 b′″. When the chaintension increases, the chain 28 will urge the rollers 43 b′″ against theforce of the spring on the tension sensing arm 43 a′″ so as to rotatethe tension sensing arm 43 a′″. This rotation of the tension sensing arm43 a′″ causes a pressure switch (not shown) to be engaged indicating theamount of tension being applied to the chain 28. A signal indicative ofthe amount of chain tension in chain 28 is then sent to the control unit18 so as to determine the appropriate stiffnesses of the front and/orrear suspension assemblies 14 and 18.

[0074] Accordingly, it would be apparent to those skilled in the artfrom this disclosure bicycle that various other types of sensors may beutilized to determine bicycle driving sensors that can be used toindicate the force and/or torque being inputted into the bicycle 10. Forexample, the bicycle driving sensors can be any type of sensors thatproduce a signal based on movement of a bicycle crank, a bicycle pedal,a bicycle bottom bracket or a bicycle chain. The bicycle driving sensors43, 43′ and 43″ can be utilized by the control unit 18 to indirectlycalculate the chain tension in chain 28, while bicycle driving sensor43′″ produces a more direct calculation of the chain tension in chain28. When the chain tension exceeds 50 kilograms, the stiffness of therear suspension 16 is made stiffer by the control unit 18.

[0075] As seen in FIGS. 3, 11 and 12, the front and/or rear suspensionassemblies 14 and 16 can also be adjusted based on the current gearselection by the rider. More specifically, the front and rear gearposition sensors 44 and 45 indicate the current sprocket that is engagedby the chain 28.

[0076] In the preferred embodiment shown in FIG. 11, the front gearposition sensors 44 and 45 are mounted on the shifting units 44 a and 44b for indicating the gear shift positions based on the shifts of theshifting units 44 a and 44 b. The precise construction of the gearposition sensors 44 and 45 is not important to the present invention.Accordingly, it will be apparent to those skilled in the art from thisdisclosure that various other types of sensors may be utilized todetermine the gear shift positions. A preferred example of the gearposition sensors 44 and 45 are illustrated and described in U.S. Pat.No. 6,012,353 which is owned by Shimano Inc.

[0077] Preferably, the gear position sensors 44 and 45 are electricallycoupled to control unit 18 and the computer display module D, which isalso preferably electrically coupled to the control unit 18. When thefront gear position sensor 44 indicates that the front sprocket 24 withthe smallest number of teeth (front low gear) is engaged by the chain28, then the control unit 18 will adjust the rear suspension assembly 16to make it stiffer. Also, when either one of the two largest (thelargest number of teeth) rear sprockets 34 and 35 (the two rear lowgears) is engaged by the chain 28, the control unit 18 will then makethe rear suspension assembly 16 stiffer. In other words, when either oneof the two largest rear sprockets 34 and 35 is engaged, the rear gearposition sensor 45 sends a signal to the control unit 18 to make therear suspension assembly 16 stiffer regardless of the position of thechain 28 on the front sprockets 24 and 25. Of course, the control unit18 can be programmed such that the compression and extension rate of thefront suspension 14 will make the front and rear suspensions 14 and 16stiffer if the terrain is rough regardless of gear positions.

[0078] In an alternative embodiment as seen in FIG. 12, front and reargear position sensors 44′ and 45′ are mounted adjacent to the frontsprockets 24 and 25, and the rear sprockets 31-35 for determining thecurrent gear selection. The precise construction of gear positionsensors 44′ and 45′ are not important to the present invention, andthus, their construction will not be discussed and/or illustrated indetail herein.

[0079] Considering the above-mentioned parameters, the rear suspensionassembly 16 will either stiffen or soften accordingly based on thesignal inputted into the control unit 18. The timing of the adjustmentof the rear suspension assembly 16 takes into account the speed of thebicycle 10 and the distance B between the front and rear tires of thebicycle 10 as well as the amount of compression of the front suspensionassembly 14. Thus, the rear suspension assembly 16 responds at theappropriate time with the appropriate resistance.

[0080] It will be apparent to those skilled in the art from thisdisclosure that the control unit 18 can be programmed to independentlycontrol the front and rear suspension assemblies 14 and 18 to make themindependently stiffer and/or softer in different degrees. In otherwords, the front and rear suspension assemblies 14 and 16 can both beadjusted, but one or the other of the suspension assemblies can beadjusted to be more stiff or less stiff than the other suspensionassembly. Moreover, it will be apparent to those skilled in the art fromthis disclosure that the control unit 18 can be programmed such that allof the signals from the sensors 41-45 are processed such that allparameters are considered in adjusting the stiffness and/or softness ofthe suspension assemblies 14 and 16. In other words, certain parametersmay override other parameters in determining the softness and/orstiffness of the suspension assemblies 14 and 16. In addition, thecontrol unit 18 can be preset at the bicycle manufacturer with certainpreset selections based on the rider's skill and/or riding conditions.Alternatively, the control unit 18 can be set up such that the rider canadjust each of the parameters individually as needed and/or desired tomeet the rider's skill and/or the riding conditions. Of course, once thecontrol unit 18 has been programmed, the control unit 18 willautomatically adjust the front and/or rear suspension assemblies 14 and16 based on one or more of the above-mentioned parameters from one ormore of the sensors 41-45.

[0081] The particular construction of the front and rear suspensionassemblies 14 and 16 is not critical to the present invention. There arecurrently numerous types of adjustable suspensions for bicycle 10 thatcan be utilized to carry out the present invention. Preferably, thesuspension assemblies 14 and 16 are conventional air shocks with ahydraulic dampening mechanism that have been modified to carry out thepresent invention.

[0082] For the sake of simplicity, only one of the cylinders or shocks50 from the front suspension assembly 14 will be discussed andillustrated herein. It will be apparent to those skilled in the art fromthis disclosure that a pair of cylinders or shocks 50 are utilized toform the front suspension assembly 14, while a single cylinder or shock70 can be utilized to form the rear suspension assembly 16. Theconstructions of the cylinders or shocks 50 for the front suspensionassembly 14 are substantially identical to the cylinder or shock 70 forthe rear suspension assembly 16, except for their sizes and shapes.

[0083] As seen in FIGS. 1, 2 and 4, each cylinder 50 basically includesouter and inner tubular telescoping members 51 and 52 defining innercavities 53, 54 and 55 in the cylinder 50. The outer tubular member 51is coupled to the front hub 20 a by a mounting member 56, while theinner tubular member 52 is coupled to the main frame 12 a by a mountingmember 57. The outer tubular member 51 has the lower hydraulic cavitythat receives the bottom end 52 a of the inner tubular member 52. Thebottom end 52 a of the inner tubular member 52 a forms a piston that hasa plurality of orifices 58. The orifices 58 fluidly couple the innerhydraulic cavities 53 and 54 together such that hydraulic fluid flowsfrom the lower hydraulic cavity 53 to an upper hydraulic cavity 53formed by a portion of the inner tubular member 52. The inner tubularmember 52 also has the air cavity or chamber 55 formed above the upperhydraulic cavity 54.

[0084] The air chamber 55 and upper hydraulic cavity 54 are separated byan axially slidable piston 59. Within the air chamber 55 is a coilspring 60. The stiffness of the cylinder 50 is controlled by changingthe size of the orifices 58 utilizing a control disk 61 that isrotatably mounted to change the size of the orifices 58. In other words,the control disk 61 is moveable to change the amount of overlapping orclosing of the orifices 58. Preferably, the control disk 61 of thecylinder 50 is controlled by a electric motor 62 that rotates thecontrol disk 61. The electric motor 62 is electrically coupled to thecontrol unit 18 that selectively operates the electrical motor 62 toadjust the stiffness of the cylinder 50. Thus, the orifices 58 and thecontrol disk 61 form a front cylinder control valve 63 that isautomatically adjusted via the control unit 18. The electric motors 62and the front cylinder control valves 63 of the cylinders 50 form afront controller or adjustment mechanism that changes or adjusts thestiffness or softness of the front suspension assembly 14 based on thecontrol unit 18. Of course, it will be apparent to those skilled in theart from this disclosure that other types of adjustment mechanisms canbe utilized for controlling the stiffness of the cylinder 50.

[0085] As seen in FIGS. 1, 2 and 5, the cylinder 70 basically includesouter and inner tubular telescoping members 71 and 72 defining innercavities 73, 74 and 75 in the cylinder 70. The outer tubular member 71is coupled to the main frame portion 12 a by a mounting member 76, whilethe inner tubular member 72 is coupled by a mounting member 77 to therear frame 12 b that is movably coupled to the main frame 12 a. Theouter tubular member 71 has the lower hydraulic cavity that receives thebottom end 72 a of the inner tubular member 72. The bottom end 72 a ofthe inner tubular member 72 a forms a piston that has a plurality oforifices 78. The orifices 78 fluidly couple the inner hydraulic cavities73 and 74 together such that hydraulic fluid flows from the lowerhydraulic cavity 73 to an upper hydraulic cavity 73 formed by a portionof the inner tubular member 72. The inner tubular member 72 also has theair cavity or chamber 75 formed above the upper hydraulic cavity 74.

[0086] The air chamber 75 and upper hydraulic cavity 74 are separated byan axially slidable piston 79. Within the air chamber 75 is a coilspring 80. The stiffness of the cylinder 70 is controlled by changingthe size of the orifices 78 utilizing a control disk 81 that isrotatably mounted to change the size of the orifices 78. In other words,the control disk 81 is moveable to change the amount of overlapping orclosing of the orifices 78. Preferably, the control disk 81 of thecylinder 70 is controlled by a electric motor 82 that rotates thecontrol disk 81. The electric motor 82 is electrically coupled to thecontrol unit 18 that selectively operates the electrical motor 62 toadjust the stiffness of the cylinder 70. Thus, the orifices 78 and thecontrol disk 81 form a rear cylinder control valve 83 that isautomatically adjusted via the control unit 18. The electric motor 82and the rear cylinder control valve 83 of the cylinder 70 form a rearcontroller or adjustment mechanism that changes or adjusts the stiffnessor softness of the rear suspension assembly 16 based on the control unit18. Of course, it will be apparent to those skilled in the art from thisdisclosure that other types of adjustment mechanisms can be utilized forcontrolling the stiffness of the cylinder 70.

[0087] Preferably, the lower hydraulic cavities 53 of the frontcylinders 50 are fluidly connected to the corresponding hydraulic cavity73 of the rear cylinder 70. The fluid conduit 85 connecting the frontand rear hydraulic cavities 53 and 73 includes an ON/OFF valve 86 fordisconnecting the flow of fluid the front and rear hydraulic cavities 53and 73. The control unit 18 is operatively coupled to valve 86, whichacts to manually fix the ride height by fixing the front and rearsuspension assemblies 14 and 16. Thus, the rear suspension assembly 16can be locked in a compressed state.

[0088] The oil or hydraulic fluid is a relatively incompressible fluidand the pistons are configured such that the oil and air provide adampening function. Of course, this air and oil height/suspensionlocking mechanism can be used with traditional front and rearsuspensions as needed and/or desired.

[0089] The hydraulic fluid flowing between the first and secondsuspension assemblies 14 and 16 acts as a mechanical actuating mechanismbetween the front and rear suspension assemblies 14 and 16. The valve 86is attached to the conduit 85 for controlling the flow of hydraulicfluid between the front and rear suspension assemblies 14 and 16. Bottomportions of the front and rear suspension assemblies 14 and 16 arefilled with oil or some other working fluid as discussed above and arecoupled to the conduit 85. Upper portions of the front and rearsuspension assemblies 14 and 16 are filled with air. The conduit 85 isalso filled with hydraulic fluid. Therefore, the front and rearsuspensions along with the conduit 85 preferably form a closed system.When an operator (not shown) initially mounts the bicycle the suspensionsystem, the front and rear suspension assemblies 14 and 16 adjusts tohis or her weight. When the valves 63, 83 and 86 are closed, hydraulicfluid in the conduit 85 cannot move between the front and rearsuspension assemblies 14 and 16. Moreover, when the valves 63, 83 and 86are closed, hydraulic fluid in the cylinders 50 and 70 will not movebetween the lower hydraulic cavities 53 and 73 and the upper hydrauliccavities 54 and 74. Therefore, the height of the bicycle 10 issubstantially maintained whether the operator mounts or dismounts. Inother words, the rear suspension assembly 16 is maintained in thecompressed state and hydraulic fluid will not flow to the frontsuspension assembly 14. The valve 86 is preferably automaticallyactivated by the control unit 18 as explained below.

[0090] As seen in FIGS. 13-16, the valve 86 is preferably automaticallyoperated by an electric motor 87 that is controlled by the control unit18. The valve 86 includes a housing 86 a with a first opening 86 b, asecond opening 86 c and a control disk 86 d movably mounted in thehousing 86 a between the first and second openings 86 b and 86 c. Thecontrol disk 86 d has an orifice 86 e and a plurality of teeth 86 f onthe outer periphery to form a gear for moving the control disk 86 d toeither align or offset the orifice 86 e with the first and secondopenings 86 b and 86 c. Specifically, the gear 87 a of motor 87 engagesteeth 86 f to rotate the control disk 86 d between an open position anda closed position. In other words, the control disk 86 d is rotatablymounted to the housing 86 a about an axis of rotation, with the orifice86 e radially spaced from the axis of rotation. This arrangement locksthe rear suspension assembly 16 in a compressed condition for easymounting and dismounting.

[0091] Preferably, the control unit 18 receives a signal from theforward velocity sensor 42 or 42′ or 42″ to determine when the bicycle10 has come to a complete stop. Once the control unit 18 determine thatthe bicycle 10 is completely stopped, the control unit 18 automaticallycloses the valves 63, 83 and 86 to lock the front and rear suspensionassemblies 14 and 16. Preferably, the control unit 18 waits a fewseconds after the bicycle 10 has completely stopped before closing thevalves 63, 83 and 86. In other words, when the rider is sitting on thestopped bicycle 10, the rear suspension assembly 16 is compressed underthe weight of the rider. Thus, the hydraulic fluid from the rearcylinder 70 flows to the front cylinders 50. The control unit 18 locksfront and rear suspension assemblies 14 and 16 so that the seat of thebicycle 10 is lower for easy mounting and dismounting of the bicycle 10.

[0092] Referring to FIG. 17, an alternative method is illustrated forlocking the rear suspension assembly 16 in a compressed condition to beeasily mounted and dismounted. In particular, a mechanical linkageassembly 90 is utilized instead of controlling the valves 63, 83 and 86.The mechanical linkage assembly 90 should be capable of locking theinner and outer tubular members 71 and 72 in a compressed condition.Preferably, the mechanical linkage assembly 90 is adjustable in lengthto accommodate different amounts of compression. The rear suspensionassembly 16 has a fixed ratchet portion 91 attached to outer tubularmember 71 and a movably hook portion 92 that is normally biased awayfrom the ratchet portion 91 by a torsion spring 93. A motor-operatedcable 94 is attached to the hook portion 92 to move the hook portion 92into engagement with the ratchet portion 91.

[0093] Preferably, a reversible motor 95 operate the motor-operatedcable 94 to move the hook portion 92 between a locked position and anunlocked position. In the locked position, the hook portion 92 engagesteeth of the ratchet portion 91, while in unlocked position, the hookportion 92 is spaced from the teeth of the ratchet portion 91. Thecontrol unit 18 automatically operates the reversible motor 95. Once thecontrol unit 18 determine that the bicycle 10 is completely stopped, thecontrol unit 18 automatically energizes the reversible motor 95 to movethe hook portion 92 to the locked position. Preferably, the control unit18 waits a few seconds after the bicycle 10 has completely stoppedbefore locking the rear cylinder 70. In other words, when the rider issitting on the stopped bicycle 10, the rear suspension assembly 16 iscompressed under the weight of the rider. Thus, the rear suspensionassembly 16 compensates for the rider's weight. The control unit 18 thenlocks the rear suspension assembly 16 so that the seat of the bicycle 10is lower for easy mounting and dismounting of the bicycle 10.

[0094] Referring now to FIGS. 18-20, the coil spring 60 or 80,preferably has a compressible material 96 located between individualturns of the coil spring 60 or 80. Specifically, FIGS. 18 and 19 show anuncompressed state of the coil spring 60 or 80, while and FIG. 20 showsa compressed state of the coil spring 60 or 80. In this embodiment, thecompressible material 96 is a coil or spiral shaped elastomeric memberconstructed of a resilient elastomer. The compressible material 96prevents the coil spring 60 or 80 from being fully compressed.Therefore, the coil spring 60 or 80 in has an increased spring constant.Of course, compressible material 96 can have different configurations asneeded and/or desired.

[0095] For example as seen in FIGS. 21-23, the coil spring 60 or 80,preferably has a compressible material 96′ located between individualturns of the coil spring 60 or 80. Specifically, FIGS. 21 and 22 show anuncompressed state of the coil spring 60 or 80, while and FIG. 23 showsa compressed state of the coil spring 60 or 80. In this embodiment, thecompressible material 96′ is an elastomeric member that has a connectingportion 97′ and a plurality of compressing portions 98′ located betweenindividual turns of the coil spring 60 or 80. The compressing portions98′ are individual fingers that are longitudinally spaced along theconnecting portion 97′. As in the prior embodiment, the compressiblematerial 96′ prevents the coil spring 60 or 80 from being fullycompressed. Therefore, the coil spring 60 or 80 in this embodiment alsohas an increased spring constant.

[0096] Referring now to FIGS. 24 and 25, the coil spring, preferably hasa compressible material 96″ located between individual turns of the coilspring 60 or 80. Specifically, in this embodiment, the compressiblematerial 96″ is compressible material is an elastomeric coating that isapplied to at least surfaces of the coil spring 60 or 80 that face oneof the individual turns of the coil spring 60 or 80. Preferably, theentire coil spring 60 or 80 is completely coated. As in the priorembodiments, the compressible material 96″ prevents the coil spring 60or 80 from being fully compressed. Therefore, the coil spring 60 or 80in this embodiment also has an increased spring constant.

[0097] The terms of degree such as “substantially”, “about” and“approximately” as used herein mean a reasonable amount of deviation ofthe modified term such that the end result is not significantly changed.These terms should be construed as including a deviation of at least ±5%of the modified term if this deviation would not negate the meaning ofthe word it modifies.

[0098] While only selected embodiments have been chosen to illustratethe present invention, it will be apparent to those skilled in the artfrom this disclosure that various changes and modifications can be madeherein without departing from the scope of the invention as defined inthe appended claims. Furthermore, the foregoing description of theembodiments according to the present invention are provided forillustration only, and not for the purpose of limiting the invention asdefined by the appended claims and their equivalents.

What is claimed is:
 1. A bicycle suspension system comprising: a controlunit; a front suspension configured to be coupled between a bicycleframe and a front wheel such that the front wheel is movable relative tothe bicycle frame in response to a shock applied to the front wheel; arear suspension configured to be coupled between the bicycle frame and arear wheel such that the rear wheel is movable relative to the bicycleframe in response to a shock applied to the rear wheel, said rearsuspension being selectively adjustable by said control unit to changestiffness of said rear suspension; a front wheel terrain sensoroperatively coupled to said control unit to input a first signal that isindicative of an amount of compression or expansion of said frontsuspension; and a rear controller operatively connected to said rearsuspension and said control unit so that said control unit selectivelyadjusts stiffness of said rear suspension in response to said amount ofcompression or expansion of said front suspension.
 2. A bicyclesuspension system according to claim 1, wherein said front wheel terrainsensor produces said first signal such that said control unit calculatesvertical and horizontal accelerations.
 3. A bicycle suspension systemaccording to claim 2, wherein said front wheel terrain sensor includesan accelerometer.
 4. A bicycle suspension system according to claim 2,wherein said stiffness of said rear suspension is made softer by saidcontrol unit when said vertical acceleration exceeds approximately 0.5G.
 5. A bicycle suspension system comprising: a control unit; a frontsuspension configured to be coupled between a bicycle frame and a frontwheel such that the front wheel is movable relative to the bicycle framein response to a shock applied to the front wheel, said front suspensionbeing selectively adjustable by said control unit to change stiffness ofsaid front suspension; a front wheel terrain sensor operatively coupledto said control unit to input a first signal that is indicative of anamount of compression or expansion of said front suspension; and a frontcontroller operatively connected to said front suspension and saidcontrol unit so that said control unit selectively adjusts stiffness ofsaid front suspension in response to said amount of compression orexpansion of said front suspension; and said front suspension is by saidcontrol unit to change stiffness of said front suspension.
 6. A bicyclesuspension system according to claim 5, wherein said front wheel terrainsensor produces said first signal such that said control unit calculatesvertical and horizontal accelerations.
 7. A bicycle suspension systemaccording to claim 6, wherein said stiffness of said front suspension ismade stiffer by said control unit when said horizontal accelerationexceeds approximately 1.0 G.
 8. A bicycle suspension system comprising:a control unit; a front suspension configured to be coupled between abicycle frame and a front wheel such that the front wheel is movablerelative to the bicycle frame in response to a shock applied to thefront wheel, said front suspension being selectively adjustable by saidcontrol unit to change stiffness of said front suspension; a rearsuspension configured to be coupled between the bicycle frame and a rearwheel such that the rear wheel is movable relative to the bicycle framein response to a shock applied to the rear wheel, said rear suspensionbeing selectively adjustable by said control unit to change stiffness ofsaid rear suspension; a front wheel terrain sensor operatively coupledto said control unit to input a first signal that is indicative of anamount of compression or expansion of said front suspension; a frontcontroller operatively connected to said front suspension and saidcontrol unit so that said control unit adjusts stiffness of front rearsuspension; a rear controller operatively connected to said rearsuspension and said control unit so that said control unit adjustsstiffness of said rear suspension; and said stiffness of at least one ofsaid front and rear suspensions is made stiffer by said control unitwhen said control unit calculates a forward inclination of apredetermined value from horizontal.
 9. A bicycle suspension systemaccording to claim 8, wherein said stiffness of said front suspension ismade stiffer when said predetermined value of said forward inclinationis at least approximately five percent.
 10. A bicycle suspension systemaccording to claim 8, wherein said stiffness of said rear suspension ismade stiffer when said predetermined value of said forward inclinationis at least approximately five percent.
 11. A bicycle suspension systemaccording to claim 8, wherein said stiffnesses of said front and rearsuspensions are made stiffer when said predetermined value of saidforward inclination is at least approximately five percent.
 12. Abicycle suspension system comprising: a control unit; a suspensionconfigured to be coupled between first and second parts of a bicyclethat are movable relative to each other in response to a shock appliedto the bicycle, said suspension being selectively adjustable by saidcontrol unit to change stiffness of said suspension; a bicycle drivingsensor operatively coupled to said control unit to input a first signalthat is indicative of bicycle driving force; and a controlleroperatively connected to said suspension and said control unit so thatsaid control unit adjusts stiffness of said suspension in response tosaid bicycle driving force.
 13. A bicycle suspension system according toclaim 12, wherein said stiffness of said suspension is made stiffer bysaid control unit when said control unit calculates a chain tensionexceeds a predetermined value.
 14. A bicycle suspension system accordingto claim 12, wherein said suspension is a rear suspension assembly. 15.A bicycle suspension system according to claim 12, wherein saidsuspension is a front suspension assembly.
 16. A bicycle suspensionsystem according to claim 15, further comprising a rear suspensionassembly configured to be coupled between third and fourth parts of thebicycle, said rear suspension assembly being selectively adjustable bysaid control unit to change stiffness of said rear suspension assemblyvia a rear controller.
 17. A bicycle suspension system according toclaim 12, wherein said bicycle driving sensor is a crank force sensor.18. A bicycle suspension system according to claim 12, wherein saidbicycle driving sensor is a pedal force sensor.
 19. A bicycle suspensionsystem according to claim 12, wherein said bicycle driving sensor is achain tension sensor.
 20. A bicycle suspension system according to claim12, wherein said bicycle driving sensor is a torque sensor.
 21. Abicycle suspension system comprising: a control unit; a suspensionconfigured to be coupled between first and second parts of a bicyclethat are movable relative to each other in response to a shock appliedto the bicycle, said suspension being selectively adjustable by saidcontrol unit to change stiffness of said suspension; a bicycle drivingsensor operatively coupled to said control unit to input a first signalthat is indicative of bicycle driving force; a controller operativelyconnected to said suspension and said control unit so that said controlunit adjusts stiffness of said suspension in response to said bicycledriving force; and a velocity sensor operatively coupled to said controlunit to input a second signal that is indicative of forward velocity.22. A bicycle suspension system according to claim 19, wherein saidvelocity sensor is configured to measure revolutions of a crank per unitof time.
 23. A bicycle according to claim 20, wherein said stiffness ofsaid suspension is made stiffer by said control unit when said controlunit determines said revolutions of said crank per unit of time exceedsa predetermined value.
 24. A bicycle suspension system according toclaim 19, wherein said velocity sensor is configured to measurerevolutions of a wheel per unit of time.
 25. A bicycle suspension systemaccording to claim 24, wherein said stiffness of said suspension is madestiffer by said control unit when said control unit calculates ahorizontal velocity under a predetermined value.
 26. A bicyclesuspension system suspension system comprising: a control unit; asuspension configured to be coupled between first and second parts of abicycle that are movable relative to each other in response to a shockapplied to the bicycle, said suspension being selectively adjustable bysaid control unit to change stiffness of said suspension; a first gearposition sensor operatively coupled to said control unit to input afirst signal that is indicative of gear position; and a controlleroperatively connected to said suspension and said control unit so thatsaid control unit adjusts stiffness of said suspension in response tosaid gear position.
 27. A bicycle suspension system according to claim26, wherein said stiffness of said suspension is made stiffer by saidcontrol unit when said first signal of said first gear position sensorindicates that a front sprocket with lowest number of teeth is engagedby a chain.
 28. A bicycle suspension system according to claim 27,wherein a second gear position sensor operatively coupled to saidcontrol unit to input a second signal that is indicative of gearposition.
 29. A bicycle suspension system according to claim 28, whereinsaid stiffness of said suspension is made stiffer by said control unitwhen said second signal of said second gear position sensor indicatesthat one of two rear sprockets with largest number of teeth is engagedby a chain.
 30. A bicycle suspension system according to claim 26,wherein said stiffness of said suspension is made stiffer by saidcontrol unit when said first signal of said first gear position sensorindicates that one of two rear sprockets with largest number of teeth isengaged by a chain.
 31. A bicycle suspension system according to claim26, wherein said stiffness of said suspension is made stiffer by saidcontrol unit when said first signal of said first gear position sensorindicates that a front sprocket with largest number of teeth is engagedby a chain, and a second gear position sensor indicates that rearsprocket with second largest number of teeth is engaged by the chain.32. A bicycle suspension system according to claim 26, wherein saidsuspension is a rear suspension assembly.
 33. A bicycle suspensionsystem according to claim 26, wherein said suspension is a frontsuspension assembly.
 34. A bicycle suspension system according to claim26, further comprising a rear suspension assembly configured to becoupled between third and fourth parts of the bicycle, said rearsuspension assembly being selectively adjustable by said control unit tochange stiffness of said rear suspension assembly via a rear controller.35. A bicycle suspension unit comprising: a cylinder having a firstmounting portion and a chamber with an opening and an abutment; a pistonhaving a first end portion movably coupled in said chamber of saidcylinder and a second mounting portion; and a dampening mechanismpositioned within said chamber between said abutment and said piston,said dampening mechanism including a coil spring and a compressiblematerial located between individual turns of said coil spring.
 36. Abicycle suspension unit according to claim 35, wherein said compressiblematerial is an elastomeric coating that is applied to surfaces of saidcoil spring that face one of said individual turns of said coil spring.37. A bicycle suspension unit according to claim 34, wherein saidcompressible material is an elastomeric member that has a connectingportion and a plurality of compressing portions located betweenindividual turns of said coil spring.
 38. A bicycle suspension unitaccording to claim 37, wherein said compressing portions are individualfingers that are longitudinally spaced along said connecting portion.39. A bicycle suspension unit according to claim 38, wherein saidcompressible member is a coil shaped elastomeric member that is locatedbetween individual turns of said coil spring.
 40. A bicycle suspensionsystem comprising: a control unit; a rear suspension having a cylinderwith a first mounting portion and a chamber with an opening and anabutment, and a piston with a first end portion movably coupled in saidchamber of said cylinder and a second mounting portion; and a lockingmechanism operatively coupled to said rear suspension to selectivelylock said piston and said cylinder in a compressed condition whenmounted on a bicycle, said locking mechanism being moved between anunlocked position and a locked position by said control unit.
 41. Abicycle suspension system according to claim 40, wherein said lockingmechanism is a mechanically member having first and second retainingelements that are arranged and configured to selectively couple saidpiston and said cylinder in the compressed condition.
 42. A bicyclesuspension system according to claim 40, wherein said rear suspension isa fluid dampened rear suspension.
 43. A bicycle suspension systemaccording to claim 42, further comprising a fluid dampened frontsuspension having a cylinder with a first mounting portion and a chamberwith an opening and an abutment, and a piston with a first end portionmovably coupled in said chamber of said cylinder and a second mountingportion.
 44. A bicycle suspension system according to claim 43, furthercomprising said locking mechanism includes a fluid conduit fluidlycoupling said chambers of said front and rear suspensions together, afirst valve located within said fluid conduit to control fluid volume insaid chambers of said front and rear suspensions, a second cylindercontrol valve that is arranged to lock fluid dampening of said rearsuspension and a third cylinder control valve that is arranged to lockfluid dampening of said front suspension, said first, second and thirdvalves being operated by said control unit.
 45. A bicycle suspensionsystem according to claim 44, further comprising a velocity sensoroperatively coupled to said control unit to input a second signal thatis indicative of forward velocity such that said control unit tooperates said first, second and third valves after said control unitdetermines a zero forward velocity.
 46. A bicycle suspension systemaccording to claim 45, further comprising said control unit operatessaid first, second and third valves only after waiting a predeterminedperiod of time after determining said zero forward velocity.
 47. Abicycle suspension system according to claim 44, wherein said firstvalve includes a housing with a first opening, a second opening and acontrol disk movably mounted to said housing between said first andsecond openings, said control disk having an orifice that is eitheralign or offset with said first and second openings by said controlunit.
 48. A bicycle suspension system according to claim 47, whereinsaid control disk is rotatably mounted to said housing about an axis ofrotation, and said orifice is radially spaced said axis of rotation.